Internal-combustion engine.



A. P. COTTLE.

INTERNAL CoM/BUSTION ENGINE.

APPLICATION FILED MAY 20,1914. lil 1*?3541 n Patented NOV.1',1914,

3 SHEETS-SHBET l.

@n Danko/f,

A. P. COTTLE.

INTERNAL COMBUSTION ENGINE.

A PPLICATION FILED MAY 20, 1914.

Patented Nov. 17, 1914 3 SHEETS-SHEET 2.

A. P. COTTLE.

INTERNAL COMBUSTHJN ENGINE.

APPLICATION IILED MAY 20. 19111.

Patentfed Nov. 17, 1914,

.' SHEETS- SHEET 3.

El; Munnik-r.

@wlw WM mpmw@ Niran STATES iarnivi onirica ARTHUR P. COTTLE, OF THREE RIVERS, MICHIGAN, ASSIGNOB T0 SHEFFIELD CAB COMPANY, OF THREE RIVERS, MICHIGAN.

INTERNAL-COMBUSTION ENGINE.

Specification of Letters Patent.

Patented Nov. 17, 1914.

Application filed May 20, 1914. Serial No. 839,919.

To all cho/a t may concern.'

Be it known that I, ARTHUR P. Co'r'rLn, a citizen of the United States, residing at Three Rivers, Michigan, have invented certain new and useful Improvements in Internal-Combustion Engines, of which the following is a specification.

T his invention relates to improvements 1n internal combustion engines.

The main objects of this invention are: First, to provide ina two-cycle internal combustion engine, an improved fuel feeding means. Second, to provide in an internal combustion engine, an improved carbureter by mea-ns of which the less volatile hydrocarbons such as kerosene may be successfully used. Third, to provide in an internal combustion engine, an improved carbureter by means of which the relative proportion of fuel and air is maintained throughout varying running conditions of the engine such as variations in speed, load and throttle opening. Fourth, to provide an improved internal combustion engine having these advantages which is very simple in structure and one which is not likely to get out of repair in use.

Further objects, and objects relating to structural details, will definitely appear from the detailed description to follow.

I accomplish the objects of my invention by theA devices and means described in the following specification.

The invention is clearly pointed out in the claims.

A Astructure which is a preferred embodiment of my invention is clearly illustrated in the accompanying drawing forming a part of this specifica-tion,I in which:

Figure I is a side elevation of a two-cycle engine embodying the features of my invention, the cylinder and crank case being shown in vertical central section. Fig. II is a detail vertical section through the carbureter or feed mechanism, on a line corresponding to line 2 2 of Fig. III. Fig. III is a detail horizontal section on a line corresponding to line 3 3 of Fig. II. Fig. IV is a detail vertical sectio1\on a line corredefined and sponding to line 4-l of ig. III. Fig. V is a detail vertical section on a line corresponding to line 5-.5 of 'g. II, showing structural details. Fig. VI-fis' a detail vertical section of a slightly molliiied construction.

In the drawing 'similar reference characters refer to similar parts throughout the several views, and the sectional views are taken looking in the direction of the little arrows at the ends of the section lines.

Referring to the drawing, I have shown my invention embodied in a two-cycle engine which I have especially designed and adapted to that type of engine.

The cylinder 1 is mounted upon the crank case 2 which, in the structure illustrated constitutes the compression chamber. The crank case opens'into the cylinder so that the piston 3 serves as a pump plunger, as is well understood in two-,cycle engine practice. The cylinder 1 is provided with a discharge or exhaust port 4 and an inlet port 5. The inlet port 6 of the compression chamber is disposed so thatit is opened when the piston is at the end of its out stroke. The inlet port is controlled b the throttle valve 7. The compression c amber is connected to the cylinder by means of the passage member having the delivery passage 8 therein. The passage member is', for convenience in manrfacture, formed of sections 8 and 11. This delivery passage 8 is provided with a restriction 9 whereby the velocity and pressure of the air is varied durin the delivery of the air to the cylinf der. his restriction 9 Within the passage is in effect a Venturi tube restriction of the passage. The restriction 9 preferably converges, as shown in Fig. II, as I findV that that form is highly satisfactory and does not unduly choke the passage or cause objectionable eddies therein.

The fuel receptacle 10 is, in the structure shown in Fig. I, formed or cast integrally with the section 11 of the passage member. The fuel feed passage 12 .leads from the bottom of the receptacle 10 to the delivery passage 8 opening into the delivery passage at the throat or delivery 13. of the 'restriction 9.

In the structure shown in detail in Fig.

I'I, the nozzle or delivery opening 14 is in the plane of the shoulder formed by the rear end of the restriction ,9, andin the zone of high velocity and low pressure of the delivery passage. To accommodate the nozzle 14 a boss-like portion 33 is provided above the throat 13, see Figs. II- and V.

A regulatin valve 15 is providedlforthe ico . feed passage, t e valve shown being a needle"1'1 valve, its threaded shank i6 being threaded intothe plug 17, which is threaded into a boss 18 on the side of the delivery Apassage section 11.

The fuel receptacle is provided with a cover 19 which closes it to atmospheric air; that is, it is closed against atmospheric air pressure. lt is not necessary that the fuel feed receptacle be sealed to atmospheric air but it should have no opening ofsuch a size as would materially affect the pressure or suction lin the feed receptacle. The fuel receptacle is connected by the supply pipe 20 to the storage or supply reservoir 2l indicated in conventional form in Fig. l. The fuel receptacle is connected to the passage 8 by means of the passage 22 Which opens into the fuel receptacle above the fuel level and into the passage 8 in front of the restriction 9 thereof. This passage is always open into the high pressure and low velocity zone of the delivery passa-ge. The fuel is drawn `into the feed receptacle by the suction or inspiration impulses in the compression chamber, its level being maintained by the lioat control valve 23, the float 24 therefor being arranged Within the feed receptacle. The return check 25 prevents the fuel being driven from the fuel receptacle on the charging strokes of the engine.

On the charging stroke of the engine, air is compressed in the compression chamber, the passage 8 and thefuel receptacle. The piston itself` acting as a' valve, prevents its escape through the port 5 into the cylinden llVhen the inlet port 5 is uncovered, the air is driven under pressure through the passage 8 into the cylinder. The velocity of the air in the passage as it passes the restriction 9 increases and the fuel is delivered by the combined inspirational action at the mouth of the nozzle or feed passage and the variations in pressure at this point, and

^ within the fuel -feed chamber which is, as

stated, connected to the high pressure zone. As the passage 22 is relatively small, a `slight trapping action of the air Within the fuel chamber is obtained.l

In the modified construction shown in Fig. VI, the fuel receptacle 26 is formed independently of the passage member 27, the feed conduit being in the form of a ipe. The feed nozzle 29 is, in this modication, for convenience in construction, arranged slightly at the rear of the restrio tion 30. The air conduit 3l opens into the top of the fuel receptacle 2S. and into the vpassage member in front of or in advance of the restriction 30. The conduit 3l is provided With a valve 32 which may be adjusted to regulate the Vtrapping' action Within the receptacle 26. lt will be understood that this valve is never closed entirely when it is desired to secure the most satisfactory results. The inlet'valve t in. this modification is in the crank case. The operation and action of this modified form of my invention is the same as that of the preferred construction shown in detail in Fig. ll'. The speed of theengine may be controlled from the inlet valve 6 of the compression chamber.

With the parts thus arranged, l secure a structure in which the proper relative proportion of air and liquid fuel is maintained throughout varying running conditions such as variations in speed.

My improved carbureter structure vis very simple and economical in structure and is found to be highly efficient in the use of the heavier or less volatile hydrocarbons such as kerosene.

l have shown my improvements particularly adapted to a tivo-cycle internal combustion engine, as that is the form in which l have embodied the same in practice. My improvements may, however, be embodied in four-cycle engines.

I have not attempted to illustrate or describe such an embodiment or the various modifications which I contemplate asbeing possible, as believe the disclosure made will enable those skilled in the art to `Which my invention relates, to adapt or embody the saine as may be desired. l desire, however, to be understood as claiming my improvements specifically in the form illustrated as well as broadly ivithin the scope of the appended claims.

Having thus described my invention, ivhat l claim as new and desire to secure by Letters lBatent, is:

l. The combination with a tivo-cycle internal combustion engine having a com austion chamber. and a compression chamber, of a delivery passage connecting said conipression chamber to said combustion chamber, said passage having a restriction therein whereby the pressure and velocity of the air is varied vvithin the passage; a closed fuel feed receptacle; a supply connection for said fuel feed receptacle controlled by a float Avalve within the receptacle whereby a substantially constant level of fuel is maintained within the feed receptacle; a return check for said supply connection; a fuel feed passage delivering into said delivery passa at the discharge of said restriction thereof; a regulating valve for said fuel feed passage; and a passage connecting said delivery passage in front of its said restriction with said fuel feed receptacle above the fuel level thereof.

2.l The combination with a twocycle internal combustion engine having a combustion chamber and a compression chamber, of a delivery passage connecting said compression chamber to said combustion chamber, said passage having a restriction therein whereby the pressure and velocity of the airl is varied within the passage; a closed fuel feed receptacle; a fuel feed passage delivering into said delivery passage` at the discharge of said restriction thereof; a regulating valve for said fuel feed passage; and a passage connecting said delivery passage in front of its said restriction with said fuel feed receptacle above the fueflevel thereof.

3. The combination with a two-cycle ine tei-nal combustion engine having a combustion chamber anda compression chamber, of a delivery passage connecting said compres sion cliarnber to said combustion chamber. said passage having a restriction therein whereby the pressure and velocity of the air is varied within the passage; a closed fuel feed receptacle; a supply connection for said fuel feed receptacle controlled by a float valve within the receptacle whereby a substantially constant level of fuel is maintained within the feed receptacle; a return check for said supply connection; a fuel feed passage delivering into said delivery passage. at the discharge of said restriction thereof; and a passage connecting said delivery passage in front of its said restriction with said fuel feed receptacle above the fuel level thereof.

l. The combination with a two-cycle internal combustion engine having a combustion chamber and' a compression chamber. of a delivery passage connecting said conn pression chamber to said combustion chamH ber, said passage having a restriction therein whereby the pressure and velocity of the air is viried within the passage; a closed fuel feed receptacle; a fuel feed passage de livering into said delivery passage at the discharge of said restriction thereof; and a passage connecting said delivery passage in front of its said restriction with said fuel feed receptacle above the fuel level thereof.

5. The combination with an internal conv bustion engine having a combustion chainber and a compression chamber. of a delivery passage connecting said compression chamber to the inlet port of said conibustion chamber, said passage having a conierging re triction therein whereby the n'essure and velocity of the air is varied; a closed fuel feed receptacle; a fuel feed pas sage delivering into said delivery passage at the throat of said restriction thereof; and a passage connecting said delivery passage in front of said restriction thereof with said Copies of this patent may be obtaine for ve cents fuel feel receptacle above the fuel level thereof.

(3. The combination with an internal come bustion engine having a ber and a compression chamber, of a delivery passage connecting said compression chamber to the inlet port of said combustion chamber, said passage having a restriction therein whereby the. pressure and velocity of the air is varied; a closed fuel feed receptacle; a fuel feed passage delivering into said delivery passage at the throat of said restriction thereof; and a passage connecting said delivery passage in front of said restriction thereof with said fuel feed receptacle above the fuel feed level thereof.

T. The combination with an internal combastion engine having a combustion chamber and a compression chamber, of a delivery passzige connecting said compression chamber to the inlet port of said combustion chamber, said passage having a Venturi tube restriction therein whereby the pressure and velocity' of the air is varied in the passage; a fuel feed receptacle closed to atmospheric air pressure; a fuel feed passage delivering into said delivery passage Within the high velocity and low pressure zone thereof; and a passage connecting said fuel feed receptacle above the fuel level thereof With said delivery passage within its high pressure low velocity Zone.

The combination with an internal combustion engine having a combustion chamber and a compression chamber', of a delivery passage connecting said compression chamber to the inlet port of said combustion chainb r, said passage having a restriction therein whereby the pressure-and velocity of the air is varied during delivery; a fuel feed receptacle closed to atmospheric air pressure; a fuel feed passage delivering into said delivery passage within its high velocity low pressure icone; andan open passage comniunicating with said` fuel feed receptacle above the fuel level thereof and with said delivery passage within its high pressure low velocity Zone.

ln witness whereof, I have hereunto set nig: hand and seal in the presence of two '.vuuesses.

llitnesses t lslniinnn'r C. i'/IITCHELL, li'inmvw Tannaw'r.

each, by addressing the Commissioner of .Patent,

Washington, D. C.

combustion cham- 

